Airship.



G. C. ST. LUUIS & C. PEARSON.

AIRSHIP,

APPLICATEON FlLED NIAY15LIS1I6` 1,290,847, Patented Jim. 7.19m.

5 SHEETS -SHEEI l.

Dea/Jon ffmam G C. ST. LUUIS 61 C. PEARSGN.

MRSHIP,

APPLICAUON mw MM` i5, 12H6.

Patented Jan. 7, 1919.

5 SHEETS-SHEET 2.

WITNESS. j @f www G, C. ST, LOUIS C. PEARSUN.

MRSHI? APPUCANON min mmf i5. @aus4 1,290,847, Patvnted Jan. 7, ISHS),

, INI 'EN 1 'ORS Ffzwlq Y ns'ofq George UJZL (Jul/A* LV! TNESS.

G. C. ST. LOUIS L C. PEARSON.

MRSHIP,

APPLLCATIUN FMD MAY l5, 192e.

Patented Jan. T, 1919.

5 SHEETS-SHEEI 4.

G. C.ST. LOUIS & C. PEARSON.

AIHSHIP..

APPUCANUN FILED MAY e5. 1916.

am Nrj. mw al Wea hun

UNITED STATES PATENT OFFICE.

GEORGE C. ST. LOUIS AND CALVIN PEABSON, F FRESNO, CALIFORNIA.

AIBSHIP.

Application led Hay l5.

To all lwhom z't may concern.'

Be it known that we, GEORGE C. ST. LOUIS and CALVIN PEARsoN, citizens of the United States, residing at Fresno, in the county of Fresno, State of California, have invented certain new and useful Improvements in Airships; and we do declare the following to be a full, clear, and exact description of the same, reference being had to the accompanying drawings, and to the characters of reference marked thereon, which form a part of this application.

This invention relates to improvements in airships, the object of the. present invention being to produce primarily an airship ,which will have the greatest carrying capacity relative to the power required to drive the same and at the same time one which will be of such size and compactness as to enable it to be started and alighted in a very small space such as a road surface or other desired location.

A further object of the invention is to produce a machine so constructed as to enable the engaging by the planes of several times the amount of air relative to the same spread of planes on the airships now com monly in use, at the same time reducing the head resistance to a marked degree, the machine havin its greatest length in the direction of ight whereby it offers a mini mum resistance against the air.

In addition to the above objects, we claim to have invented a machine which for compactness, safety and natural stability far eclipses anything heretofore used and one which may be operated at a slow speed and still carry a load much greater than the present day machines.

The machine will be so designed that in case of accident in the air, its downfall can be so regulated and controlled as to instantly give a complete sustaining surface acting as a brake 0n the machine. The same mechanism used for this purpose can likewise be used to increase or decrease the pull of the machine on the air at will either for starting or alighting purposes or for ra id increase in vertical Hight, its action being very similar to the action of a low gear in motor vehicles.

The natural lstability which is given to our machine, as will appear, permits of the useful weight such as engine, fuel and men to be carried in practical quantities, such weight being suspended or strung under the Specification o! Letters Patent.

Patented Jan. 7, 1919.

191e. serial Nu. 97.533.

planes under and below the center of gravity and so maintained and controlled that the center of gravity of such weight can be always maintained on the same vertical line as the center of air pressure ainst the planes, this being what provides t e natural stability' mentioned above and as will be pointed out clearly in the following specication.

The mathematical figures from which We have worked out our improved machine are those .well known to people skilled in the art antlhence we will not in this specification go into a detailed descri tion thereof, merely Lpointing out our mec anical structure an generally indicating wherein this conforms to accepted rules with relation to aeronautics, since any one skilled in the art will be able to figure mathematically how we attain the results which we will claim herein.

A still further object of the invention is to produce a simple and inexpensive device and yet one which will be exceedingly effective for the purposes for which it is designed.

These objects we accomplish by means of such structure and relative arrangement of parts as will fully appear by a perusal of the following specification and claims.

In the drawings similar characters of reference indicate corresponding parts in the several views.

Figure 1 is a side elevation of the complete machine.

Fig. 2 is a top plan view of the same.

Fig. 3 is a rear elevation thereof.

Fig. 4 is a sectional view taken on a line X--X of Fig. 1. i

Fig. 5 is a longitudinal sectional view of the lifting plane taken on a line Y-Y of Fig. 3.

Fig. 6 is a sectional view of one of the guides for receiving the plane controlling carriage.

Fig. 7 is a sectional view taken on a line Z-Z of Fig. 3.

Fig. 8 is a detached view in section of one of the plane raising and shifting pins and carrage.therefor.

Fig. 9 is a sectional 4view showing the operating means for the plane raising pin and shifting carriage.

Fig. 10 is a perspective view showin the machine generally as it will appear in ight.

Referring now more particularly to the characters of reference on the drawings, the numeral 1 designates a rectangular frame from which it is designed to suspend the car or boat of the machine and above which is supported the carrying planes. The numeral 2 designates the supports to which are connected the boat or car 3 which is of desired structure found inost adaptable and which is mounted on front wheels 4 and rear wheels 5 which are mounted on suitable springs G and 7 respectively so as to hold the body of the car 3 in relative horizontal position. The front wheels 4 are provided with a steering rod 8 connected therewith in any suitable manner and provided with a steering wheel 9 disposed adjacent the seats 10 in the car 3.

The numeral 11 designates the motor of desired type having a front controlling clutch 12 and a rear controlling clutch 13, from which clutch 13 leads a driving shaft 141 suitably connected Vto the rear wheels 5 in any desired manner. A lever 15 controls the clutch 13 and a lever 16 controls the clutch 12, there being a shaft 17 leading from the clutch 12 and being arranged to drive a sprocket wheel 18 which in turn is connected by a chain 19 with another sprocket wheel 20 which drives the propeller 21, which propeller is arranged at any suitable point found most adaptable, but at present preferably shown as being supported primarily in front of the lifting plane 22. lWhen so positioned in front of the lifting plane 22, the sprocket wheel 2O is supported upwardly from the frame 1 by means of any proper supports 23.

he numeral 24 designates the rudder of the machine which is suitably ivoted at the rear of the car 3 and is control ed by a cable 25 positioned at the most convenient points on the car 3 and being operable around the drum 26 on the steering post 8 whereby with the action of the steering wheel 9, the rudder 24 will be turned in desired directions to direct the machine in its flight. The lifting plane 22 comprises substantially a box-like member 'which is of a reater cross-sectional area at its forward end; than at its rearward end, the inner top and bottom walls of which incline from the front to the rear ends in such relative proportions as may be mathematically calculated to give the proper resisting surface to lift the machine, this be ing most popularly figured as a drop of one in six, that is, assuming our machine to be eighteen feet long, the said tcp and bottom walls, of the plane 22 will drop from their front to their rear ends three feet. As will be noted, the reductionof the cross-sectional area in the plane 22 is mainly accomplished by bending the side walls inwardly and upwardly from the lower rear corners as seen clearly in Fig. 3, so that at the rear end of these planes the air pressure directed from the front of the plane will be compressed at the rear of the plane inwardly and thence be directed downwardly.

As is a well known fact, the lifting ot' the ship is accomplished by the air pressure striking the underside of the plane and being then directed downwardly, there being a certain point or center'of resistance on the plane where the air pressure first strikes and then is deected downwardly. lVith our improved machine this popular conception is thoroughly amplified by the fact that we also have side walls on our planes which likewise receive the resistance of the air and press it inwardly and downwardly so that the air is given in a measure a substance, and a displacement in a similar manner as ships displace the water. In other words, the aiiis directed into our box-like lane, strikes the top and sides of the same, is compressed and is driven inwardly and downwardly at the saine time which causes a greater amount of lifting resistance with a minimum amount of necessary head resistance. In order that the downward action of the air ma be nnretarded, the bottom of our box-li e plane is provided on each side with openings 2T which commence at points substantially bclow the center of pressure against the planes and enlarge toward the rear of our box-like plane so that as the air is first directed downwardly, it does not meet a complete resistance against the bottom of the box which would tend to retard the lifting action, but is gradually allowed a space to escape so that with the open rear end of the box combined with these openings 27, a complete escape given for the air at the same time allowing of the full lifting power permitted of by our peculiar form of box. The essential advantage of having these openings 27 is to allow of the lifting plane traveling, when in the air, in a proper horizontal position, but for making quick vertical flights or quick starts from the ground, these openings may be closed by sliding plates 28 normally held open by pressure springs 29 and arranged to be shut by means of cables 30 connected with levers 31 disposed adjacent the seats 10. When these plates 28 are closed, the coinplete downward pressure and escape of the air is slightly retarded and all the air is forced through the rear end of the box, which, due tothe contracted nature of such rear end, will tend to tilt the forward end of the box vertically, which, as indicated above, will allow it to make quick vertical movements or quick vertical starts from the ground.

The box 22 is likewise so constructed that its sides extend below the bottom wall thereof as at 32, the lower edges of which sides extend horizontally to the rear end of the machine. This structure in a measure forms the subsidiary or auxiliary box below the main box 22 so that there will be another auxiliary inclosed lifting plane underneath the bottom wall of the said box 22, the underside of which is freely opened so as to allow of the downward pressure of the air after it strikes the plane on the underside of the bottom wall of said box 22.

The plane 22 at its forward end and on each side thereof is hinged to carriage rods 33 by means of hinges 34. These carriage rods 33 are movable 'through roller or ball bearings or other suitable Vguides 35 and 35a mounted on bearing boxes 36 and 36a respectively, which boxes are secured to the frame 1. Fixed to each carriage rod 33 are two hangers 37 and 37'L in which are turnably mounted pins 38 and 38 respectively, which pins are threaded through sleeves 39 and 39. These sleeves are provided with inwardly projecting pins or rollers 40 and 40* respectively, which move in slotted guides 41 and 41a xed to the lower edges of the plane 22. Ourthe lower ends of the pins 38 and 38 are gear wheels 42 and 42,, the gear wheel 42 being larger than the gear wheel 42B fora purpose as will presentlyv appear.

Worms 43 are journaled through the bearings 36, 36a and the rear bearings 36 and mesh with the gears 42 and 42". The worms 43 have"threaded engagement with the hangers 37 and 37a. At their forward ends these worms are provided with beveled gears 44 intermeshing with beveled gears 44'* on a shaft 44". On the shaft 44b is a sprocket wheel 45 connected by a ,chain 45 with a sprocket wheel 46 mounted on a shaft 47 turnable in bearings 48 disposed within the car 3 near the scat 10. 0n the shaft 47 is a pilot wheel 49 provided with operating spokes 50. By operating the pilot wheel 49, this through the medium of the shaft and gear structure described will turn the worms 43. The action nof these worms 43 will move the hangers 37 and 37l and incidentally the carriage rods 33 either for wardly or backwardl and simultaneously therewith will turn tge pins 38 and 384I to raise the plane 22.. As it is always desired to raise the plane 22 in a tilting manner on its hinges 34, this is occasioned by having the gear 42 larger than the gears 42* whereby the pins 38a will be turned faster than the pins 38 so that the rear end will he moved more rapidly than the front end to allow the plane 22 to be tilted on its hinges 34. This tilting motion of the plane 22 is allowed of without abinding of the arts by reason of the slotted guides 41 an 41* the function of which is readily apparent.

When the plane is raised by means of the operation of the pins 38 and 38, the action of the worms 43 bearing through the hangers 37 and 37 will move such hangers and incidentally the carriage rods 33 and the plane 22 rearwardly and when the plane is lowered, it will be moved forwardly. The purpose of this is as follows, namely' hen our improved machine is in itsnormal position, the weight is sodistributed that the center of gravity is disposed in a vertical line with the center of air pressure against the lane. lVhen, however, the plane is tilte upwardly or downwardly, this center of gravity moves relatively backward or forward which would unstabilize the machine. Since one of our great claims is that we maintain a natural stability, it is therefore necessary that we arrange to maintain this center of gravity at all times in a vertical line with the center of air pressure and this is amply provided for by the movcment of the carriage rods 33 and incidentally the plane 22 in the manner set forth, which shifts the center of air pressure at all times relative to the position of the plane to maintain the center of air pressure at all times on the roper "crtical line with the center of gravity. This allows us to maintain a complete natural stability as based 0n the actual construction of the device.

The function of the pins 38 and 38a in raising and lowering the plane 22 is to control the tilt of such plane for the purpose of making quick vertical flights or for making quick starts from the ground, since by presenting the air surface at a more acute angle to the air pressure, this causes a tendency to make quicker rises into the air. Also the same mechanism may beused for maintaining proper position when in the air relative to the weight of the machine as Clearly set forth above.

Tt might be well to state here, however, that this natural stability as maintained by the operation of these pins 38 and 38al may be at times variated or d' :troyed by the use of the slidin plates 28 being partly or completely close over the openings 27. For instance, by having these openings 27 only half way open at the time the proper adjustment between the plane 22 and the supporting frame 1 is made by the pins 38 and 38, the balance. thus arranged can be offset either way by opening or closing said o enings 27. In fact, we can arrange to livliten the rear end or draw it down as pre erred by the use of the sliding plates 28 and if this is done without any action of the pins 38 and 38, the perfect stability of the machine will be upset. There may be many instances when this is necessary or is advisable as instanced in the starting of the machine or in making quick angles of movement in the air.

We, therefore. as will be seen, have a machine provided with a natural stability control as evidenced by the pins 38 and 38 and other cooperative mechanism and still we have a method (the control of the openings 27) b v which we can offset this natural sta bility whenever it is desired.

It is a well known fact that the ordinary aeroplane of today is designed entirely on the theory that the proper way to ily is to float or skim` on the air upon a large comparatively fiat plane surface so as to cover a great extent of area. Traveling fast and skimming over the surface a plane of this type is enabled to carry a small amount of weight over and above its natural weight. le claim that this way of flying is only a. superficial way similar in its results to that obtained by skimming over the water at a great speed with a light fiat-bottoni boatl instead of inassing the air and riding on it by displacement, as does a broad deep boat which displaces the water and isethere by enabled to carry a very heavy load. 4 the use of the skimming planes the high, minimum speed required renders it very` dangerous in arisin and alighting upon thai' ground, and, while it is true that when once in the air these planes can obtain a very high maximum speed, still they are able to carry only a small weight and the dangers of arising and alighting are such as to render them very unsatisfactory. The heavier and larger the plane, the faster it must go to be more efficient than a smaller machine; and also to enable these planes to carry more weight, the length and width must be greatly increased to obtain a minimum increase in the carrying capacity and atthe same time all of this increases the danger in arising and uliglitiiig. It is to overcome these objections that we 'have designed our special box-like plane with a larger cross-sectional area at the front than at the rear, `which structure has the advantage of, in a measure, giving solidiiication to the air through which the' plane passes and then in a measure riding in this air by displacement. s the speed ot' this type increases, the air becomes more solid and less resistance is offered in proportion to the power required to push it. As the speed is increased, the resistance or lifting power of the air is increased in a ratio of four to one, and as the planes are fixed and travel on nearly a fiat basis, the power re uired decreases as the speed increases. his we claim gives the solidiiieation of the air obtained by the compression thereof due to the reduced cross-sectional area of the box-like plane. Also by the use of this box-like structure. we do not need to spread over a great surface since we use onlv the air closest to the plane and use all tof the air which comes within the ran e ot' the front of our box-like lane since t e sides of the box will not al ow the air to slip away laterally once the machine is in motion. The air therefore must pass through the box, but as the method of drawing in the sides or decreasing the angles of the same as well s the carrying surfaces of the inside and the outside of the box, will allow a maximum or minimum of pressure of the air engaged and We thus obtain a more full control over the air than in the skimming rocess indicated above.

The driflt); or power required to push the planes is always in accordance with the inclination thereof. lf the inclination is in the relative proportions of one and six, the power is one and the lift is six. Therefore while in our improved plane more air is engaged to pass through the boxes, the proportions indicated above remain the same ut a. reat gain ensues on account of the lessene amount oi the head resistance of the box structure and the large amount of air acted upon. The solidication given by our box plane to the large amount of air in "proportion to thastructure allows it to lift a greater weight in proportion to its su porting area and its entering surfaces. f course if more airis acted on and side angles are used over and above the original supporting surface, more power would seem to be required to push the planes but in practice we have found that the confining of the air combined with the great quantity of air used under sli ht compression, this, instead of increasiii t e power required to push it actually ret uces same. This is due, no doubt, to the great increase in the solidiication of the air and in accordance with the two principles which act on the plane in Hight. viz the direct pressure normally tending to lift it and secondly the reactionary force which tends to drive it forward.

In addition to the great added lifting power and safety to be attained by the use of our box-like plane, we have added thereto an arrangementi whereby the solidied air may be practically' closed within the box, thus allowing only a coniparatively small escape by the use of which structure the com ressed air may be used as a brake to faci itate a slow landing and in case of damage to the motive power while in the air, this brake can be applied to the whole structure and its s dy and 'dangerous descent made impossibili;Se

This structure consists of two side curtains 51 which are hinged vertically within the plane 22 at points a proximately at the center of pressure on tiie said plane QQ as at 52 and arranged to be converged at their rear ends so as to diminish the area of the opening at the rear of the plane 22. This movement is accomplished by means of the following structure, tro-wit: (damped to the rear end of the box Q2 are slotted guides 53 havin roller bearings 54 slidable in which guides and bearing on which rollers are bars 55 having projecting gear racks 56. At the upper edge of the rear and of the plane 22 is mounted another guide 57, guided in which are gear racks 58. Meshing with the gear racks 58 are pinions 59 on shafts 60. Sprocket wheels 61 are mounted on the Shaft and connected by chains 62 withy sprocket wheels 63 on yshafts 64. Also on the shafts G4 are pinions 65 meshing with the gear racks 56. The shafts 64.- are provided on their opposite ends with beveled gears 70 intermeshing with beveled gears 71 on shafts 72 disposed adjacent the seats 10 and provided with pilot wheels 73 having pilot spokes 74. Through the medium ofthe connections noted, the operation of any one of the ilot wheels 73 will operate the correspon ing shafts 64, the opera-tion of which will cause the pinions and 59 to move their corresponding gear racks 56 and 58 which in turn will move one of the curtains 51 either inwardly or outwardly. By operating both of the pilot wheels 73, both of the curtains can be moved. By reason of this movement, the amount of escape for the air at the end of the plane 22 can be lessened or increased, and simultaneously therewith, the openings 27 will be shutl ofi' or opened. Assuming now that the operator of the machine was about to make a landing, he would operate the pilot wheels 73 to draw the curtains 5]. to closed position. This would im mediately greatly compress the air passing through the plane 22 and cause it to act as a brake against the forward movement of the machine, and thus a landing could be effected at a very moderate speed. In the event of accident in the air causin the machine to drop. these curtains could likewise be drawn together and then the plane 22 would act as a palzlachute to prevent a swift and disastrous Also a remarkable steering effect can be had by the use of the side curtains 51. 1n war especially the machine that can make the quick turns has the great advantage, and .likewise in general commercial use, this would be found to be true also. By operating a single one of these curtains 51 a circular movement would be given to the whole structure without any attention being paid to the rudder. We have therefore in these curtains a method of lateral steering which is entirely separate from the rudder and could be used in conjunction with the rudder or the same could be used with full effect even if the rudder were broken or shot away.

Describingr now briefly the operation of our improved machine, we will assume a. driver to be upon the ground ready for flight. The power will be applied to the rear wheels 5 by means of the shaft 14 which will aid in the momentum being gained on the ground in a very short space of time. Thr.` propeller Q1 will of course be revolved a! the moment the ship rises into the air. ivpou being ready to arise. tht` operator -l--es the slides in hy means of thiI structure described. This causes a slight tilting motion to the whole machine due to the fact that the air instead of moving directly downward from the center of pressure is held compressed within the box and moves only out through the rear ends instead of through the openings 27. This tilts the niachine slightly upward and allows a quick rise to be made from the ground. Vl'hcn in the air, the power is taken from the wheels 5 by throwing out the clutch 13. The start from the ground may be made at a comparatively low speed due to the principle of solidification of the airl and the relatively reduced head resistance and the relative amount of angle to the length of the machine as fully indicated above. The control of the machine in the air is had through the operation of the pins 38 and 38 in the manner already described. As indicated, the plane is held upwardly from the frame below which is suspended to carry the engineufuel, passengers and other useful load which is of course by reason of this structure below the center of air pressure. Also the natural stability and equilibrium is maintained at all times by reason of the fact that this weight is suspended below the plane and the center of gravity of the weight will at all times be maintained in a vertical line with the center of air pressure by reason of the vertical position and movement of the pins 38 and 38. In case of accident, as indicated, the curtains 51 can be fully used to prevent disastrous results in the downward tall and likewise in making the landing these eurtains can be used as a brake to make a very slotw safe approach to the earth.

In practice as a matter of illustration. we will say that the average machine would be six feet wide and eighteen feet long and with a machine of this size the handling of the same could be done on an ordinary narrow road or other equally limited space and would not disturb traliic as it passes along the road or street under its own power. The feature of having the rear wheels 5 connected with the power also facilitates easy handling of the machine in the midst of heavy traliic as well as for the gaining of momentum as indicated heretofore.

In addition to the general structure described above, we wish also to call attention to the fact that in order to have the side of the box olfer the same resistance to the lateral wind pressure as the front end of the box, we have provided a vertical vane or plate 75 which extends upwardly from the top of the box 22 centrally thereof, the upper edge of this vane being parallel with the lower end of the plane so that there will be an equal side surface oli'ered against the lateral wind pressure from end to end of the said plane Unless we provided this. a strong side wind would tend to blow the front of the plane around; by using this vane 75 the plane is perfectly balanced in the wind and can the same. In this respect the said vane acts as a stabilizer and keeps the airship headed directly into the air 'when side winds are blowing.

We likewise provide across the rear end of the plane 22 a horizontal stabilizing rudder 76 hinged as at 77 and bein provided with a controllin cable 78. This cable 7S extends over an upper pulley 7 9 and a lower pulley 80 and connects at its free ends with a lever 81 on each side of the ulcrum of said lever, This lever 81 is connected to the bottom of the plane 22 at a' point within reach of the seat 10 whereby by the operation of the lever in one direction or the other, the rudder 76 will be likewise moved either up or down, any fixed position maintained by a sprin pressed nger 82 engaging a ratchet rac 83. Our idea in providing this horizontal rudder 76 is to aid in controlling the vertical steering of the airship and to help maintain the longitudinal e uilibrium of the ship in the event that anything should go wrong in the matter of the various means provided for sustaining the natural Stabi ity of the ship. There is alwavs of course a chance that Asomething mi ht get twisted or broken and therefore ren er the means inoperative. lt would therefore be very advantageous to have simple means as an additional safe guard at hand as for instance this rudder 7 6, which rudder would not relatively increase the weight of the structure as it would have a secondary function as a sustaining surface. In this connection it might be questioned why we needsuch a lever since we have already rovided the other apparatus for maintainlng the natural stability. ln addition to the above reasons for the use of this lever 76, there is still another and a more important reason for the use of such lever. namely: The adjustment means between the center of pressure and the center of gravity may not in all cases be properly made nor the pro r ratio sustained as the plane QQ is change from one inclination to another.

This may arise from various causes. but with the rudder 76 in action it can be set by the hand lever so as to overcome any sli ght lack of balance.

In usin a plane quite long in proportion to its wi th, as we are doing, we are quite likely to have trouble to keep the back of the box sufficiently high enough. It would have a continual tendency to sag. This we overcome partly by cutting the openings 27 in the bottom of the said plane 29.. A rudder in the rear, however, as shown at 76, woud easily overcome any of this sagging tendency as it wouid furnish more lifting area at the rear in such a that there would he no be steered directly through thereof being apparent downward reaction. That is to say, if the tendency to sag is on account of the downward pressure on the inside of the bottom of the plane 22, the fact that the top `of the plane 22 is widened as hereinafter set forth, and the rudder 76 being added as.

a further extension of the top in so far as its lifting eiect is concerned, they will rovide a complete operable means for o setting the sagging tendency or vice versa as the rudder is raised. For these same reasons we extend from the upper edge of tlrie top of the plane 22 horizontal side vanes 84 which extend from the top edge of the said plane 22 and are of such dimensions that the top of the plane 22 will be of the same width from the front to the rear as is the bottom of such plane 22. These vanes 84 would dip slightly so as to better hold the air in the same. The rudder 76 mentioned above would be as wide as the top of the box and about one-sixth of the length of the box. This rudder could also be used to slow down the speed of the plane 22 without o erating the side curtains 51. There may e occasions when it would be best not to close off any of the air passing through the plane 22 and at the same time to furnish a oraking effect similar to the effect produced if this rudder 7 6 were drawn down across the rear exit of the plane 22.

From the foregoing description it will be readily seen that we have roduced such a device as substantially' ful ls the object` of the invention as set forth herein.

While this specification sets forth in detail the present and preferred construction of the device, stili in practice such deviations from such detail may be resorted to as do not form a departure from the spirit of the invention as defined by the appended claims.

Having thus described our invention what We claim as new and useful and desire to secure by Letters Patent is:

l. An air ship comprising a car, lifting plane carrying rods supported above the car and having longitudinal movement relative to the car, a lifting plane pivoted at its forward end to the c: `1ringe rf i @ud nl@ i operable from the car to im '01 to the carriage red and therewith tilt the pivotal connection .y L.

2. A lifting plane c.; structure open at its i1: cross-sectional area greater at the front end than the bottoml of the graue heling' with openings 3. A lifting plane comprising he.;-A structure open at iront and erom-sectional area of he greater at the iront end than at the bottom of the pisse openings, said openings commencing at a point approximately below the center of pressure and enlarging' toward the rear of the plane, as described.

L A lifting plane comprising a box-like structure open at its front and rear. the

cross-sectional area of the same heilig greater at the front end than at the rear end. the bottom of the plane being provided with openings. and means for controlling the open and closed position of said openings, as described.

5. A lifting plane comprising a box-like structure open at its front and rear, the cross-sectional area of the same being greater at the front end than at the rear end, thc bottom of the plane being provided `vith openings, and spring-pressed plates normally heldaway from said openings and arranged to be placed over said openingsl at will, as described.

G. A lifting plane comprising a box-like structure open at its front and rear, the cross-sectional area of the same being greater at the front end than at the rear end, and means for controlling the size of the open rear end of the plane, as described.

7. l lifting plane comprising ay box-like structure open at its front and rear, the Cross-sectional area of the same being greater at the front end than at the rear end, and means for controlling the size of the open rear end of the plane, such means comprising side curtains hinged Within the plane and operable to be brought together at the rear `of the plane to control such opening, as described.

8. A lifting plane comprising a box-like structure open at its front and rear, the cross-sectional area of the same being greater at the front end than at the rear end, means for controlling the size of the open rea-r end of the plane, such means comprising side curtains hinged Within the plane, racks movable across the rear of the plane, such curtains being connected With that racks, and means for operating the racks, as described.

9. In an airship a supporting frame,

operating means and carrying means SUS- pended below the frame, a lifting plane supported above such supporting frame, means for shifting the position of said supporting plane, such means comprising threaded sleeves slidable relative to the plane, threaded pins movable through the blocks and supported on the supporting frame, and means for turning the pins at diH'erent relative speeds.

10. A lifting plane for ail-ships comprising a box-likt` structure having its top and bottom walls inclining from the front to the rear thereof and its side walls inclining toward each other at the rear of the plane whereby the cross-sectional area of the plane is; greater at the front than at the rear end, and means for controlling the relative degree of this last named inclination.

11. An airship comprising a Wheel mounted car. power carried by the car and detachably connected with the Wheels, a supporting frame from which the car is suspended. a lifting plane having a carriage slidable on the supporting frame, means operable from the car for moving the plane carriage and plane relative to the frame, a propeller operated by the power from the car, and means for braking and controlling the action of the lifting plane from the car.

l2. A lifting plane comprising a box-like structure open at its front and rear, the cross-sectional area of the same being greater at the front than at the rear, the top edge of the plane extendin downwardly relative to the bottom edge, and a central vane extending upwardly from the top' of the plane, the top edge of the vane being parallel with the bottom edge of the plane.

13. A lifting plane comprising a box-like structure open at its front and rear, the sides of said box sloping forwardly and upwardly to reduce the relative cross-sectional area of the box from its front to rear, and side vanes extending horizontally from the top edge of the box whereby the top side of the box will be of the same Width from front to rear as the bottom side thereof.

GEURGE C. ST. LOUIS. CALVIN PEARSON. 

